By Roland Brown (photos by Alessio Barbanti & Matteo Cavadini)
£10,599
VERDICT 4.5 out of 5
"Triumph’s existing Daytona 675 was already a brilliant super-sports bike and the higher-spec 675R version was better still. But rather than relaxing, the Hinckley firm has developed an all new replacement for 2013. Predictably, it’s rather special."
PROS
Smooth, tractable, sweet-revving triple engine
Stunningly agile, fine-handling chassis
Excellent finish and build quality
CONS
Can’t match big bikes for straight-line speed
Some class rivals have traction control
Expensive for a middleweight
PERFORMANCE
The previous 675cc three-cylinder engine was a gem and still more than competitive, but Triumph developed an all new powerplant anyway. Capacity is unchanged but new short-stroke cylinder dimensions mean it can rev 500rpm higher, to 14,400rpm. Peak power is up by 2bhp to 126bhp. As well as many redesigned and lightened internal parts there’s a new slip-assist clutch and a revamped cooling system. As a middleweight, the 675R can’t compete with open-class sports bikes in a straight line, but it’s good for 160mph, accelerates at an exhilarating rate, and has a wonderfully smooth-revving feel along with a distinctive three-cylinder character. It sounds great, too, with a tuneful sound from the single silencer, now repositioned below the engine instead of under the seat. It was quick and fantastic fun at its launch at the Cartagena circuit in Spain, and its new engine hasn’t lost the flexible midrange delivery that has helped make the 675 so popular on the road. One of the previous 675’s few weaknesses was a slightly imprecise gearbox, and the new model has a revised box that shifted very sweetly, aided by the quick-shifter that is standard fitment on the 675R (and is an accessory for the basic 675 model).
Our rating: 4.5 out of 5
RIDE AND HANDLING
The previous Daytona 675 handled superbly, and the R model was even better, but this version really is another step forward. The low-level exhaust is the key to the Daytona’s new chassis, because relocating the silencer’s weight allowed Triumph to move the engine slightly rearwards in the tubular aluminium frame, improving weight distribution and allowing racier steering geometry.
The 675R also gets new suspension, from Swedish specialists Öhlins as before, including high-tech NIX30 forks that have slightly more travel than the old units. This allows more control and feedback, and along with the stunningly agile, responsive steering helps make the Daytona one of the sweetest handling machines in all motorcycling. The Öhlins TTX36 rear shock is also a very high quality piece of kit. Braking is also uprated, with the powerful Brembo Monobloc calipers biting slightly larger and thicker 300mm discs. Triumph’s new ABS system, standard fitment on the 675R (and an accessory on the base-model 675), has a Circuit mode that prevents front wheel lock-up while allowing stoppies and rear wheel skids. Add near infinite ground clearance and super-sticky Pirelli Supercorsa SP tyres to the mix, and the result is cornering magic.
Our rating: 5 out of 5
VALUE
There’s no denying that the 675R is expensive by middleweight standards: at £10,599 it’s the same price as MV Agusta’s F3, which as a 675cc triple is the British bike’s closest rival. The Daytona is produced to a very high standard, though, with its Öhlins, ABS-equipped Brembo Monoblocs and some neat carbon-fibre detailing. There’s also the cheaper option of the standard 675, which costs £8899, or £9249 with the excellent ABS.
Our rating: 4.5 out of 5
Carbon fibre detailing
RUNNING COSTS
Sports bikes get ridden harder than most and the temptingly sweet-revving Daytona is unlikely to prove especially cheap to run. But as a middleweight it should prove easier on tyres and other consumables than a larger capacity bike, even if those super-sticky Pirellis don’t come cheap. The previous 675cc triple engine had a reputation for drinking oil, but it’s too early to know whether this bike will be similarly thirsty.
Our rating: 4 out of 5
PRACTICALITY
By middleweight sports bike standards the 675 is easy to get on with, partly due to its flexible engine. This model has 5mm higher bars, for a slightly more comfortable riding position. As before there’s a reasonable amount of leg-room; shame the footrests still can’t be adjusted. The quick-shifter now works smoothly at lower revs. The updated instrument panel includes a fuel gauge, though you still need to take a hand off the bars to toggle through the settings.
Our rating: 4 out of 5
LOOKS
Style has always been a big part of the Daytona 675’s appeal, and this reshaped version still looks great despite lacking the original’s projector beam lights and high-level pipe. Finish is excellent, especially the 675R’s carbon-fibre fairing inners. The R model comes only in this white-and-black, but the standard 675 is available in white/blue, red/black or black/grey.
Our rating: 4.5 out of 5
RELIABILITY
It’s too soon to comment on a new engine, but Triumph’s reliability record is good and the previous Daytona was highly regarded. The aforementioned high oil consumption could cause problems if owners didn’t top it up. Over-revving the old motor caused some valve problems, but the new short-stroke engine’s higher rev limit could mean it’s more robust in that respect.
Our rating: 4 out of 5
ACCESSORIES
Triumph make a huge effort with accessories for many of their bikes, and this Daytona is no exception. The slip-on Arrow exhaust can, which adds a few horsepower and saves almost 4kg, is likely to be popular. Other options include a colour-matched pillion seat cover, soft luggage, some ingenious frame-mounted crash protectors, and a host of neatly machined aluminium details.
Our rating: 5 out of 5
WHY BUY?
"Regardless of capacity, the 675R is simply one of the best and most rewarding sports bikes on the market. Thanks to its responsive engine and sublime handling and braking ability it’s very quick around a racetrack, and also promises to be a superbly enjoyable streetbike."
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